Railway signaling system



May 28, 1935. F.; H. RxcHTERKEssxNG 2,003,265

RAILWAY SIGNALING SYSTEM Filed Jan. 20, 1952 2 sheets-sheet 1 1l /1B RR @nu mmf 75 `p111, 70 '66m 7l TB BR i w @am Fig. 3.

May 28, 1935. F. H. RICHTERKEsslNG '2,003,265

RAILWAY SIGNALING SYSTEM Filed Jan. 20, .1932 2 Sheets-Sheet 2 lnO BLOCK 5 HO \lo1:\' A.C. 5am/ICF.

FQANK H. Qmmkzssmel aww/nto@- Patented May 28, 1935 PATENT OFFICE RAILWAY SIGNALING Y SYSTEM r Frank H. Richterkessing, Louisville, Ky., as: signor to Nachod & United States Signal Co., Inc., Louisville, Ky., a corporation of New York Application January 20,

31 Claims.

v way.

The main object of my invention is to provide a signal system in which the moving train is adapted to automatically close the electric control circuits through the axle and Wheels thereof.

Another object of my invention is to provide a signaling system for railways on which the oars or trains travel in one direction only, as for example in a double track railway, the system providing stop, caution and proceed indications, or all of them.

A further object of my invention isto provide a system inV which failures'in the circuits or apparatus will cause a minimum of danger to the traiiic operating thereon. A still further object of my invention is to provide a vsystem in which a train upon leaving a block will not restore that block to normal until the Vcontrol appartus for the successive block which the train is entering has been properly operated.

A still further object of my invention is to provide an indication which shall be visible to the operator of the train, and which will indicate the proper operation of the control re.- lays when the train `enters a block. l

A still further object of my invention is to provide a system which is operated through insulated rail sections and which will retain the maximum protection for atrain Within the si.,- naling block although the train hasbecome derailed and its Wheels removed from the running rails.

Av still further desired result effected by my invention is the employment of a` comparatively low voltage for the `apparatus connected to the insulated rail sections and a higher voltage for the other control apparatus involving line wire control. ,l

A still further desired result effected by my invention is the disposition of the short insulated sections, such that the system is applicable to railways within paved streets, and which will-not be affected by vehicles other than trains operating on the running rails.

A still further desired result effected by my invention is its application Within locations Where it is necessary to employ the conventional type of continuous rail circuit to control other forms of signaling.

A still further desired result embodied in my invention is the employment of apparatus which 1932, serial No. 581687 (o1. 246-37) will not be affected by intermittent interruptions ofthe controlling power.

My invention further consists of certain novel constructionsand characteristics which are fully disclosed in the following description and accompanying drawings in illustration thereof; in Which- Figure 1 is a diagrammatic drawing showing the manner in which the control relay of lmy invention is connected to the short insulated rail sections.

Figure 2A is a modication oi Figure 1` indicat` ing the manner in which the control apparatus is connected to the short insulated railsections when the control is located Within vcontinuous r-ail signaled territory. l A Figure 3 isa further modification of Figure 2 Ain whichonefinsulated rail section is employed rather than the two vsections indicated in FigureslandZ. K

Figurer( 4 is ardiagrammatic representation of my complete invention showing three successive signal blocks, with the train traveling Within the third block.

With further reference to Fig. 4 the characters B,R and RRI designate the running rails of a railway system, and it is obvious to those skilled inthe art -that the rails may be those .of an electric railwaysystem `utilizing the rails as a conductor for the returnv propulsion current of the train traveling vthereon orior trains which are operated by other methods. It Will be further noted that signal `indications are located at the entranceof each block, and` short insulated sections are located adjacent the signals. For the first block, signal indications R2, Y2 and G2 are employed to indicate to a train the condition of thev block extending beyond the signal, and the insulated sections X and XI are employed to control the indication R2 for indicating the occupied condition of block I when a train oper ates thereover. In block 2 signalindications RI, YI, and Gl are similarly employed, and the insulated sections X2 and X3 are utilizedrin controllingl the indication RI for showing the occupied condition of block 2. Similarly, indi- .cations R and G are employed for block 3 with insulated sections X4A and X5 controlling the indicationR for indicating the occupied condition of block 3.` At the extremity of block 3 insulated sections X6 and X1 are so located that a train `leaving vthe signaled territory will restore lthe system to normal. With further'reference to the signal indications of the system, normally withY each signal block unoccupied, a greeninchange the normal green indication Gl of block,

2 to red RI, and receive the white pilotpWLl indicating the proper operation of the control apparatus of block 2. Instant to this operation it will change the red signal of block i to caution or yellow which is designated by the character Y2. as illustrated in Fig. 4, the normal green indication for block 3 will be changed to red R and instant to this operation the indications of block 2 will be changed from red to yellow YI and ther indications of block l will be changed from yellow to green G2. As the train leaves the signaled territory and engages insulated sections X6 and X1 the normal green indications GI and G will be restored for their respective blocks.

In the signal control apparatus I employ transformers T2, Tl, T 'and T3 for reducing the higher line voltage to a comparatively low voltage for the operation of the Ytrack control relays of each block. In block l the characters L2 represent a novel form'of latch or locking relay employed in my invention and embraces each of the operating coils C9 and C8. The two operating coils C9 and C8 are placedl in a definite relation to each other and in such a manner that they will operate a mechanical locking device L02 placed therebetween When the operating coil C8 isr energized and raises its armatures, the armatures will be mechanically held in the raised position by locking arm L02, and when the operating coil C9 is energized and raises its respective armature theV locking arm L02 will be moved out of locking engagement with the armatures of the operating coil C8, thereby permitting the latter armatures to be brought into engagementfwith their respective back contacts. It is believed that a further detailed discussion of the opera'- tion and construction of this relay is unnecessary, since it will be obvious to those skilled in the art how such a relay may be constructed to perform inthe manner designated. In blocks 2 and 3 the characters LI and L designate a similar relay employed for their respective blocks.

I also employ relays M2 and'Ml for controlling the display of the yellow and green indications of their respective blocks. The conventional track type relay designated by the character E is employed for energizing the line wire 40 for restoring the third block to normal. With further reference tothe transformers T2, TI and T, it vwill be noted that the primary windings of these transformers are of the conventional auto-transformer construction. The purpose of lsuch an arrangement ls to provide 'a low voltage for the operation ofthe signal lamps, which in practice will enable the use of a small lamp which has a greater degree of filament concentration, thereby permitting the light source to be located nearer the theoretical center of the optical system. j

In each ofthe drawings accompanying the specification, like numerals and characters have been employed -to designate identical or similar parts. It is, therefore, believed that lengthy de- As the train proceeds and enters block 3,V

scriptions of each of the figures are unnecessary since the teachings of one description may be applied to the remaining gures.

With further reference to Figure 1 it will be noted that the parts embracing the track circuit control are diagrammatically represented as having the wheels of the train in contact engagement with the short insulated sections. Inasmuch as each of the circuits embracing the short insulated sections are identical, the end clearing control embodying the relay E has been selected for describing the path of the electrical circuits.

f Fig. 1 illustrates the circuits of relay E in detail.

With the wheels of the train in the position as indicated in Fig. 1, an electrical circuit will be established for the energization of the operating coil C8 oi'V relay E. The latter circuit is completed'from the secondary S3 of track transformer T3, through Wire 45 to insulated section X1, through wheel W3, axle AXl, wheel W2 to the running rail RRI, through-the bond wire 62 to the running rail RR, through wheel W, axle AX, wheel WI to the insulated section X6, wire 43, winding C6 and wire 44 to the other secondary terminal of transformer T3. The energization of operating coil C6 will bring the armature AE of relay E into contact engagement with its front contactv 4|V thereby establishing a circuit from the BX power terminal, through wire 42, through the armature AE, front contact 4l, to wire 40. It is obvious that the connecting of line wire 40 to the BX vpower terminal will pass operating current through the magnet C5 of'locking relay L appearing in Fig. 4.

iWith reference to Fig. 4 it will be noted that vthe operating coil CI of the locking rrelay Ll is connected .to the insulated sections X2 and X3 in the same manner as illustrated in Fig. l, and the circuit' further includes the secondary S' of the track transformer Tl for supplying the operating current in this circuit. It will likewise be noted that the operating vcoil C4 of the locking relay L is connected to the insulated sections X4 and X5 in a similarpmanner with the secondary S of transformer'I included in this circuit for supplying the operating current therein. We will now assume the train as occupying the second block of the system and preparing to enter the third block of the system. Instant to the engagement Vlof the wheels of the train with the insulated sections X4 and X5, the coil C4 of the locking relay/L will be energized and its armature 16 will be brought into contact engagement with'its front contact 22, and instant to this operation the locking lever LO will be engaged and moved out of mechanical engagement with the armatures 11 and 18 associated with the operating coil C5 of the locking relay L. This operation will result in the armatures 11 and 18 disengaging their respective front contacts and comlng into contact engagement with their respective back contactsas .illustrated in Fig. 4. It will be further noted that When the armature 18 engages its back contact 24 a circuit will be established from the BX power terminal, through wire 25, armature 18, back contact 24, wire 23, front contact 22, armature 16 associated with relay coil C4,.line wire 2|, operating coil C2 of locking relay Ll, Wire 1, wire 9 tothe other power terminal CX. The completing of this electrical circuit as described and the subsequent energization of the operating coil C2 will result in the armatures A2 and AL2 of the locking relay LI being raised into their normal mechanical latched position as illustrated.

As soon as the wheels of the train disengage the insulated sections X4 and X5 and advance to the position illustrated in Fignl the signal indications will be changed so as to display green for the first block, yellow for the second block, and red for the third or occupied block. The circuit governing the display of the red indication for the third block is completed from the intermediate voltage tap 'I9 of the auto-primary P of transformer T. It will be further obvious that, as the train advances and engages the sections X6 and X'I, as described for Fig. 1, the line wire 40 will be energized through the engagement of armature AE with its front contact 4|, the latter mentioned circuit being completed from the BX power terminal, through wire 42, armature AE of relay E, front contact 4| of relay E, wire 40, operating coil C5 of relay L, wire 39, wire 38 to the other power terminal CX. It will also be ob- Vious that when the latter mentioned circuit is completed, and with the resulting energization of the operating coil C5, the armatures II and 'I8 will be brought out of contact engagement with their respective back contacts and into contact engagement with their respective front contacts, and instant to this operation the locking lever LO will mechanically engage the latter mentioned armatures and mechanically retain them in their raised position.

There are seven circuits embodied in the operation of one complete block equipment and for clarity of description each of these will be entitled in accordance with their function and described individually, all of the circuits being described as embracing the apparatus for signal block 2.

The system illustrated in Fig. 4 is a typical three block installation, in which the relay apparatus has been assembled in accordance with the circuit requirements of each block. The relaysl and circuit wiring for the control of the signals for blocks I and 2 are identical, while the relays and circuit wiring for controlling the signal for block 3 comprises only a part of the equipment of a complete block. It will be obvious to those familiar with the art that such an expedient merely employsthe controlsl necessary to produce the desired operations.

First-Current supply circuit for primary P1 of transformer T1.-This circuit is completed from power terminal BX, through wire 4, wire 5 to primary Pi, from the other terminal of primary PI, through wire 6, wire 9 to the other powe terminal CX.

Second-The normal clear or green signal circuit-It will be noted that the latter circuit will require that both armatures A2 and AMI of relays LI and MI respectively be in their raised positions, and that the circuit will be completed from the intermediate power terminal 20 of the auto-primary PI of transformer TI, through the armature A2 of relay LI, front contact I4, wire I5, armature AMI of relay Mi, front contact 48, wire 49, green signal lamp GI, wire I9 which is the return intermediate power terminal to the autoprimary PI of transformer TI.

Third-The caution or yellow signal lamp circuit-It will be noted that it is required for the completion of this circuit that the armature A2 of relay LI be raised and the armature AMI of relay Mi be in engagement with its back contact It, and that the circuit will be completed from the intermediate power terminal 25 of the auto-primary Pi of transformer TI, through the armature A2 of relay LI, front contact I4, wire I5, armature AMI of relay MI, back Contact I6, wire II,

yellow signal lamp vYI, wire I8, wire |9,which is the return power terminal to the auto-primary PI of transformer TI.

Fourth-The red or stop indication for indicating an occupied block-It will be likewise noted that it is necessary only for armature A2 of relay LI to be in engagement with its back contact I3 to establish this circuit, and that the circuit will be completed from the intermediate power terminal 20,-0f the auto-'primary PI of transformer TI, through the armature A2 VVof relay LI, back contact I3, wire I2, red signal lamp RI, Wire I I, white train indicator lamp WLI, wire II) to the power terminal CX whichis a common terminal to the auto-primary PI of transformer TI.

Fifth-Hold clear' circuit embracing the relay M1.-,-It will be noted that it is necessary that the armature I8 of locking relay L be in engagea ment with its front contact 4'| for the completion of this circuit. With this condition a circuit will be established from the BX power termi- Vnal, through wire 25, armature I8 of relay L,

front contact 4'I of relayL, wire 45, operating coil C3 of relay MI, wire 8, wire 9 to the other power terminal CX.

Sixth-Clearing control circuit-It will Sbe noted that in order to establish the clearing control circuit the armature 'I5 of relay L must be in engagement with its front contact 22, and the armatures associated with the operating coil C5 kof relay L be in contact engagement with their back contacts. When these conditions exist a circuit will be established from the BX power terminal, through Wire 25, armature 18 of relay L, back contact 24, wire 23, front contact 22, armature 16, line wire 2|, operating coil C2 of relay LI, wire wire 9 to the other power terminal CX.

. Seventh- Track ycontrol circuit-It will be noted that in order for this circuit to be established the wheels of the train must be in engagement with the insulated rail sections X2 and X3. A circuit will then be established from the secondaryY SI of transformer TI, through wire 3 to the insulated section X2, through wheel WI, axle AX, wheel W to the running rail RR, ,throughV the bond wire 55 to the running rail RRLthrough wheel W2, axle AXI, wheel W3 to the insulated section X3, through wire |operating coil CI of locking relay LI, wire 2 to the former T I Fig. 2V illustrates a preferred manner of connecting the control apparatus to short insulated rail sections when the control is located within continuous rail signaling territory. In the gure, the characters RR and RRI designate the running rails for an electric railway car. The characters BS designate a conventional semaphore signal controlled by a conventional continuous rail track circuit. It will be Vapparent to those familiar with the art that the track relay BR will receive its operating current from the secondary SB of ktransformer TB through the rails RR and. RRI, but when a car or train occupies the rails, between the transformer connections and relay connections, the relay will be deprived of operating current thereby releasing its armature. Since the rails carry the return D. C. propulsion current for the car or train, some method is usually employed to form the continuous D. C. connection between the various blocks. In the figure impedance bonds IB have been shown for this purpose. It is well known to those familiar with the art, that such devices have a very low ohmic resistance and permit the heavy D. C. currents to readily flow therethrough. Likewise, the impedance bond has a high impedance to alternating currents ordinarily employed for signaling purposes, thereby preventing the signal current from flowing to the neighboring block section. It will be apparent that if the insulated Vrail sections XG and Xl of applicants system, were placed in opposite rails, serious interference would be encountered with the existing conventional continuous Vrail track circuits, since an auxiliaryV current would be fed to the rails Vin the event the insulation for insulated rails X6 and X1 became broken down. To prevent such a condition it is proposed that the-insulated sections X6 and X1 be installed in the same rail thereby making it impossible to super-impose an auxiliary feedto the track circuit relay BR.

"I'he semaphore signal BS is represented by a conventional symbol which will be readily identified by those familiar with the art of railway sig- Y naling. Such a signal consists of a movable arm or blade'prcjecting from a pipe standard or suitable mounting, and is interpreted as giving a stop indication when the blade is in the horizontal position. When the blade is moved to a position making an angle of 45 degrees to the horizontal position, it is interpreted as displaying a caution indication. Usually, a motor is employed to drive a rgear train for moving the blade to the 45 degree position-with a latching magnet operable to retain the blade in its operated position. It is apparent therefore, that this type of semaphore signal requires power to move the blade from the stop position to the caution position. To restore the blade to the stop position, the operating current is removed from the latching magnet, thereby permitting the semaphore blade to be moved to its stop position by gravity. In Fig. 2 the characters BS specifically refer to a two-position semaphore signal, that is, one which will be moved from the horizontal or stop position to the 45 degree or caution position when current is supplied to its operating motor and latching magnet through wire l0. If the armature ABR of relay BR is released, operating current will be discontinued in the circuit of the semaphore signal, and the blade will drop to the horizontal position by gravity. As is well known, many other forms of signaling devices are employed to denotethe condition of signaled territory to train operators, such as color light signals, position light signals or a combination of same.` Since the construction and operation of signal BS does not contribute to the operation of applicants system, the signal BS may be regarded as a lamp energized when the circuit from wire 68 is completed through armature ABR, front contact 69, Wire 10, through thesignal lamp, wire ll to the return of the line CX, to denote a clear or unoccupied block. When a train is in the block the armature ABR will release and discontinue current in this circuit, thereby discontinuing the signal lamp indication, denoting that the block is occupied. With further reference to Fig. 2 it will be noted that the primary PB of transformer TB receives energization current through Wires 12 and 13, and that the low voltage supplied by the secondary SB is connected through wires 'I4 and 'l5 to the running rails RR and RRI. It will be evident that the rails RR and RRI form conductors for directing current to the wires 66 and 61 connecting the operating coil CBR of relay BR. As is well known to those familiar with the art, the presence of a train on rails RR and RRI will shunt the current flow through the operating coil CBR thereby effecting the releasefof armature ABR.

Fig. 3 is identical to Fig. 2 with the exception that only one of the transformer terminals of transformer T3 isentirely insulated from the running rail RRI. It therefore is evident that it will be required that only one of the insulated joints 51 or 58 be short circuited in order to 0perate the signal relay E, while in Fig. 2 it will be required that at least one insulated joint for each of the insulated rails X6 and Xl be short circuited. It is believed that the similarity of Figs. 2 and 3 will be obvious to those familiar with the art, and that the operation of relay E is the same as described for Fig. l.

While I have been specic in the arrangements and applications of the apparatus and circuits embraced in my invention, it is to be expected that many modications may be resorted to without departing from the spirit and principle of my invention.

I claim:

l. In a signaling system, comprising similar signaling apparatus at each of a plurality of separate stations, said apparatus at one station comprising a vehicle controlled circuit, an electromagnet controlled by the said circuit, a switch controlled by the said electro-magnet, a second electro-magnet and a plurality of switches controlled thereby, means associated with the first said switch for controlling the said plurality of switches, a third electro-magnet controlled by one of said plurality of switches at another station, and means at said one station for displaying one or another of said signals controlled by said second and third electro-magnets, and means for controlling the said second electro-magnet including the switches of the said rst and second electro-magnet at the said another station.

2. -The combination of a block or section of a railway, a plurality of insulated rail sections to be temporarily engaged by car or train, an electro-magnet controlled thereby, a switch controlled by the said electro-magnet, a second electro-magnet and a plurality of switches therefor being mechanically latched in one of their operating positions, a third electro-magnet and a switch controlled thereby, a signal, means controlled by said second and third electro-magnets for displaying the said signal, said first electromagnet adapted for shifting the said plurality of switches -of the said second electro-magnet upon the entry of a car or train into said block or section, a second signal, means displaying said second signal when the plurality of switches are shifted and discontinuing the display of the rst said signal, a third signal, means responsive to the entry of a car or train into the block or section in advance of the first main block or section for energizing the said second electromagnet and deenergizing the said third electromagnet and means responsive to such altered conditions of said second and third electro-magnets for displaying said third signal.

3. In a signaling system adapted to be operated by a train, in combination with a track for the said train, said track comprising a plurality of insulated sections, of signal apparatus at a station comprising means for giving a plurality of signal indications, electro-magnets at the same station having independent magnetic circuits and normally cooperating to control the said means to 'giveaclear or proceed indication, one of said'electro-magnets being normally deenergized and adapted to be temporarily energized by a train or car engaging the said insulated sections toaifect the said means to discontinue -thesaid clear or proceed indication and to give another one of said signal'indications, and signaling apparatus at another station comprising similar cooperating electro-magnets, and a switch controlled by one of said last mentioned electro-magnets for controlling thesecond of first mentioned cooperating electro-magnets.

4. In a signaling system divided into a'plurality of successive blocks and adapted to be operated by a train, in combination with a block or section of a railway and a track for the said train, said track comprising insulatedA sections at one of'said stations, an electro-magnet adapted to be 'temporarily controlled by a train or car engaging the said insulated sections, a switch controlled by the said electro-magnet, a second switch', a normally indicating proceed.' signall controlled by the said second switch, a stop signal, and mechanical means cooperating With the said iirst and second switches whereby the rst switch may controlA the second to discontinue the display of said proceed signal and cause the display of the said stop signal, and means responsive lto the entry of the train into the successive block of the system, for restoring the said second switch'to normal and to withhold thenormaloperation of the said proceed signal.

-5.1In' a signaling system adapted to beoperated by a train,in combination with a lblock or section of a railway and a track for the said train,'said track comprising a plurality of insulated sections, an electro-magnet adapted to be temporarily controlled by a train or car engaging the said insulatedsections, a switch controlled by the saidmagnet, a clear or proceed signal, second and third switches normally cooperating to'display the said clear or proceed signal, -mechanical` means cooperating with the said i'lrst and second switches whereby the rst switch may control the second to discontinue the display of said proceed signal, and signaling apparatus at another station comprising an automatically controlled switch, said third switch responsive to the `operation of means controlled by the last mentioned switch to discontinue the display of the said proceed signal.

' 6. In a signaling system adapted tobe operated'by atrain, in combination with a'block or section of a railway and a track for the said train, said track comprising a plurality of insulated sections, an electro-magnet adapted to be energized by a train or car engagingthe said insulated sections, a switch controlled by the said magnet, a lclear or proceed signal, second and third switches normally cooperating to display the said clear ror proceed signal,` mechanical means cooperating with the said first and second switches whereby the first switch may control the second to discontinue the display of said proceed signal and cause the display'of astop signal, signaling apparatus at another station comprising an automatically controlled switch, operating means for the said third switch conl trolled by the said automatically controlled switch, and a third signal displayed in response to the normal condition of the said second switch and abnormal condition of said third switch.

.7L In a signaling system adapted to be operated by a train, in combination with a block or" section of a railway and a track for the said train, Asaid track c'omprising insulated sections,`- an electro-magnet adapted to be energized bya train or car engaging the said insulated sections, a switch controlled by the said electro-magnet, a clear or proceed signal, second and ythird switches normally cooperating to display the said clear or proceed signal, a second signal, mechanical means cooperating with the said iirst and second switches whereby the rst switch may control the second to discontinue the display of said proceed signal and cause the display of the said second signal, signaling apparatus at another station comprising an automatically controlled switch, the said second switch being normally held in its raised or actuated position by the said mechanical means, and the said thirdv switch controlled byr an electro-magnet normally energized througha circuit connecting the said' automatically controlled switch at the another.

station. n

8. In a signalingsystem adapted to be oper-` ated by a train, in combination with a block or section of a railway"and a track for the said train, said track comprising a plurality rof in-V sulatedsections, a signal, switches` normally in their actuated positions cooperating to cause the' displayrofV the said signaL-one of'said switchesrv being normally mechanically locked in its actu-` ated position, a second signal, means controlled by theV temporary engagement of a train withthe said insulated sectionsupon entry -of a train into said block or section for releasing the mechanical lock on the said one switch to permit the said-switch to release from its actuated position and cause the display of said second signal and discontinuegthe display of the first -said signal, a third signal, a normally energized electro-magnet for normally retaining one of the aforesaid switches in its actuated position, and a secondiv electro-magnet'for actuating the said one switch,`

block or section in advance of the iirst named block orsection for de-energizing the iirst said electro-magnetfand energizing the said second electro-magnet 'wherein the said second signal is discontinued and-the third signalis established, and means responsive to the entry of the train into the block 'or section` in advanceof said secondrblockor section to re-establish the displayl of the iirst said signal and discontinue the display of the third.

9. The combination with a pair ofV electromagnets at the same station,'of movable means respectively operated thereby, each of said movable means having two operable positions, one of said movable means being normally mechanically locked in one of 'its operable positions, a three indication signaling meansY controlledgby the said movable-means,`the magnetic circuits of, said electro-magnets being independent of each other, and vehicle controlled means for releasing the said mechanical lock to permit said one'movable means to shift to its other operable position, and means for controlling the electro-magnet of the other said movable-means, whereby said signal means may be caused to give anyone of Yits three indications ldependent'upon the positions of the said movable means.

1Y0. In a railway block .signaling system, comprising a plurality of similar signal stations, anVV insulated rail` section in the track railsV at each block signaling station on each side of the track, an incomplete electric circuit, connecting the said insulated rail sectionsy including an electro-magg net, a second electro-magnet anda switch there,- for normally mechanically locked in its electrically operated position, a signal, means controlled by the said switch for establishing the display of the said signal, a switch controlled by the iirst electro-magnet and adapted to release the lock and the switch of the said second electromagnet upon the entry of .a car or train into the said block or section, and means responsive to the operation of the corresponding first and second switches at another station to temporarily energize the second electro-magnet to restore the first mentioned switch to its normally locked condition.

11. In a railway block signaling system comprising similar apparatus at a plurality of signal stations, an insulated rail section in each track rail at each block signaling station, an incomplete electric circuit connecting the said insulated rail sections including an electro-magnet, a second electro-magnet and a plurality of switchestherefor being mechanically latched in one of their operating positions, a third electro,- magnet, a signal, means normally controlled by said second and third electro-magnets for governing the display of the said signal, said iirst electro-magnet adapted for shifting the said plurality of switches of the said second electromagnet upon the entry of a car or train into the said block or section, a second signal, means for displaying said second signal when the plurality of switches are shifted and for discontinuing the display of the first said signal, and means responsive to the operation of the first mentioned electro-magnet at another station to temporarily energize the said second electro-magnet to restore the plurality of switches atthe first mentioned station to normal, and means responsive to the condition of the plurality of switches at the said another station for controlling the said third electro-magnet.

12. In a railway block signaling system, anr

insulated rail or rail section in the track rails at each block signaling station on each side of the track, an incomplete electric circuit connecting the said insulated rail sections including an electro-magnet, a second electro-magnet and a plurality of switches therefor, being mechanically latched in one of their operating positions, a thir-d electro-magnet, a signal, means' controlled by said second and third electro-magnets for governing.

the display of the said signal, said first electromagnet adapted for shifting the said plurality of switches of the said second electro-magnet upon the entry of a car or train into the said block or sectiona second signal, means for displaying saidY second signal when the plurality ofj switches are shifted and for discontinuing the display of the' first said signal, a third signal, means responsive to the entry of a car or train into the block or section in advance of the first block or section for energizing the said second electro-magnet and deenergizing the said third electro-magnet andv means responsive to such altered conditions of said second and third electro-magnets for displaying said third signal.

13. In a railway block signaling system, an in? sulated rail or rail section in thetrack rails at each block signaling station on each side of the track, an incomplete electric circuit connecting the said insulated rail sections including an electro-magnet, a second electro-magnet and a plurality of switches therefor, beingmechanically latched in one of their operating positions, a

thlrd electro-magnet, a signal, means controlled? by said second and third electro-magnets for governing the display of the said signal, said first electro-magnet adapted for shifting the said plurality of switches of the said second electro-magnet upon the entry of a car or train into the said block or section, a second signal, means for displaying said second signal when the plurality of switchesare shifted and for discontinuing the display of the first said signal, a third signal, means responsive to the entry of the car or train into the block or section in advance of the first block or section for temporarily energizing the said second electro-magnet and de-energizing the said third electro-magnet and meansV responsive to such altered conditions of said second and third electro-magnets for displaying said third signal. v

14. In a railway block signaling system comprising similar signaling apparatus at each of a plurality of separate stations, said apparatus at one station comprising'an insulated rail or rail section in the track rail on each side of the track, an incomplete electric circuit forthe said insulated rail sections including an electro-magnet, the said insulated rail sections being adapted to complete the lsaid circuit through the wheels and axles of a car upon the entry of a car or train into the block, a switch controlled by the said electro-magnet, a second electro-magnet and a plurality of switches controlled thereby, mechanical means associated with the said second switch for controlling the said plurality of switches, a plurality of signals, and means at said one station for displaying one or another of said signals controlled by `said second electro-magnet and means for controlling the said second electromagnet including the switches of the first and secon-d electro-magnets at another station.

15. In a railway block signaling system comprising similar signaling apparatus at each of a plurality of separate stations, said apparatus at one station comprising yan insulated rail or rail section in the track rail on each sideH of the track, Van incomplete electric circuit for the said insulated rail sections including an electro-mag net, the said insulated rail sections being adapted to complete the said circuit through the wheels and axles of a car upon the entry of a car or train into the block, a switch controlled by the said electro-magnet, a second electro-magnet and a plurality of switches controlled thereby, mechanical means associated with the said second switch for controlling the said plurality of switches, a plurality of signals, a third electromagnet controlled by one of said pluralityof switches at the station in advance of the first mentioned station and Ymeans at the first mentioned station for displaying one or another of said signals controlled by said second and third electro-magnets, and means for controlling the said second electro-magnet inclu-ding the switchesl of the said first and second electro-magnets at the said second station.

16. In a signaling system for a block or section of a railway, which comprises a vehicle controlled circuit, an electro-magnet controlled by said circuit, a second electro-magnet, a switch therefore normally mechanically latched inV its operated position, a'third electro-magnet and a Yswitch controlled thereby, a signal, means conthe mechanical latch to permit the rst saidi switch vto'y be moved from its operated position upon the entry ofI a vehicle into they said block or section to -discontinue the control of the said signal, and means responsive to the vehicle leaving the said block or section for controlling the said second and third electro-magnets.

17. In a signaling system for a block or section-of a railway, which comprises a vehicle controlled circuit, an electro-magnet controlled vby said circuit, a second electro-magnet, a switch therefor normally mechanically latched in its operate-d position, a thir-d electro-magnet normally energized, a second switch normally maintained in its operated position by the said third electro-magnet, a signal, means activated bythe said switches when in their operated positions for governing the display of the said signal, and means controlled by the rst'said electro-magnet for releasing the mechanical latch to permit the rst said switch to be moved from its operated position upon the entry of vehicle into the said block or section to discontinue the' control of the said signal, and means responsive to the vehicle leaving the said block or section for operating the sai-d second electro-magnet and de-energizing the said third electro-magnet.

18.l In a signaling system for a block or section of a railway, a vehicle controlled circuit, a normally `cle-energized electro-magnet controlled by said circuit, a second normally de-energized electro-magnet, a switch operated therebyl and normally mechanically locke-d in its operated position, a third electro-magnet normally energized and a second switch normally maintained in its operated position by the said third electromagnet, a procee signal lamp, a circuit Yfor the said signal lamp and energized when the said switches are in their operated positions to establish the display of the said proceedfsignal, and means controlled by the first said electromagnet for releasing the mechanical lock to permit the rst said switch to be moved from its operate-d position upon th-e `entry of a vehicle into the said block or section to deenergize the said circuit including the signal lamp and thereby discontinue the sai-d proceed signal, and means responsive to the vehicle leaving the said blockl or section for temporarily energizing the said second electro-magnet and cle-energizing the said third electro-magnet.

19. In a signaling system for a block or section of a railway, which comprises a vehicle controlled' circuit, an electro-magnet controlled by said circuit, a second electro-magnet, a switch'therefor normally mechanically latched in its `operated position, a third electro-magnet and a switch controlled thereby, a signal, means controlled by the said switchesior governing the display of the said signal, a second signal, means controlled by the first said switch for governing the display of the said second signal, and means controlled by the nrstV said electro-magnet for releasing the mechanical latch to permit the iirst said switch to be moved from its operated position upon the entry of a vehicle into the said block' or section to discontinue the controlof the rst said signal and to establish the control ofthe said second signal, and means responsive to the vehicle leaving the said block or sectionrfor operating the said second electro-magnet to discontinue the said second signal, and means responsive to the vehicle leaving the said block or section to operate the third electro-magnet to withhold the establishment of the first mentioned signal.

20. In a signaling system for a block or section or" a railway which comprises a vehicle controlled circuit, an electro-magnet controlled by said circuit, a second electro-magnet, a switch therefor normally mechanically latched in itsoperated position, a third electro-magnet normally energized, a second switch normally maintained in its operated position bythe said third electro-magnet, a signal, means jointly controlled by the said switches for governing the display of said signal, a second signal, means controlled by the rst said switch for governing the display of the said second signal, and means transiently controlled by the first said electro-magnet for releasing the mechanical latch to permit the iirst said switch to be moved from its operated position upon the entry of a vehicle into the said block or section to discontinue the control of the iirst said signal and to establish the'control of the said second signal, and means responsive to the vehicle leaving the said block or section for temporarily energizing the said second electro-magnet and de-energizing the said third electro-magnet.

21. In a signaling system for aV block or section of a railway, a vehicle controlled circuit, a normally cle-energized electromagnetV controlled by said circuit, a second normally de-energized electro-magnet, a switch operated thereby and normally mechanically locked in its operated position, a third electro-magnet normally energized and a second switch normally maintained in its operated position only when the said third electro-magnet is energized, a proceed signal lamp, a circuit for the said proceed signal lamp and energized only when each of the said switches are in their operated positions to establish the display of the said proceed signal, a stop signal lamp, a circuit for the said stop signal lamp and energized only when the rst said switch is moved from its operated position to establish the display of the said stop signal, and means controlled by the iirst said electro-magnet for releasing the mechanical lock to permit the iirst said switch to be moved from its operated position upon the entry of a vehicle into the said block or section to cle-energize the said circuit yincluding the vsaid. proceed signal lamp and to energize the circuit including the said stop signal lamp, and means responsive to the vehicle leaving the said block or section to energize the said second electro-magnet and to cle-energize the said third electro-magnet.

22. In a signaling system for a section of a railway 'divided Vinto a plurality of. successive blocks, similar signaling apparatus for each of the separate blocks, the apparatus for one of the said blocks comprising a vehicle controlled circuit, an electro-magnet controlled by said circuit, a second electro-magnet, a switch therefor normally mechanically latched in its operated position, a third electro-magnet and a, switch controlled thereby, a signal, means jointly controlled by the said switches for governing the display of the said signal, a second signal, means controlled by the first said switch for governing the display of the said signal, means controlled by the first said electro-magnet for releasing the mechanical latch to permit the first said switch to be moved from its operatedposition upon the entry of a vehicle into the said one block to discontinue the control of the nrst said signal and to establish the control of the said second signal, and means responsive to the entry of a vehicle into the block in advance of the rst said block forfenergizing the said second electro-magnet to restore the rst said switch to its normal conditionand discontinue the Ycontrol of theisaid second signa1 and means controlling the operation of the said third electro-magnet in response to the occupied or unoccupied signaled condition of the said block in advance of the rst mentioned block.

23. in a signaling system for a section of a railway divided into a plurality of successive blocks, similar signaling apparatus for each of the separate blocks, the apparatus for one of the said blocks comprising a vehicle controlled circuit, an electro-magnet controlled by said circuit, a second electro-magnet, a switch therefor normally mechanically latched in its operated position, a third electro-magnet normally energized, a switch normally maintained in its operated position by the said third electro-magnet, a signal, means controlled by the said switches for governing the display of the said signal, a second signal, means controlled by the first said switch for governing the display of the said second signal, means controlled by the rst said electro-magnet for releasing'the mechanical latch to permit the rst said switch to be moved from its operated. position upon the entry of a vehicle into the said one block to discontinue the control oi the rst said signal and to establish the control of the saidV second signal, and means responsive to the entry of a vehicle into the block in advance of the first said block for temporarily energizing the said second electro-nagnet to restore the first said switch to its normal condition and discontinue the control of the said second signal, and means responsive to the occupied condition of the said block in advance of the said first block to de-energize the said third electro-magnet.

- 24. In a signaling system for a section of a railway divided into a plurality of successive blocks, similar signaling apparatus for each of the separate blocks, the apparatus for one of the said blocks comprising a vehicle controlled circuit, a normally de-energized electro-magnet controlled by said circuit, a second normally deenergized electro-magnet, a switch operated thereby and normally mechanically locked in its operated position, a third electro-magnet normally energized and a second switch normally maintained in its operated position by the said third electro-magnet, a proceed signal lamp, a circuit for the-said proceed signal lamp and energized when each of the said switches are in their operated positions to establish the "display of the said proceed signal, a stop signal lamp, a circuit for the said stop signal lamp and energized only when the first said switch is moved from its operated position to establish the display of thesaid stop signal, means controlled by the first said electro-magnet for releasing the mechanical latch to permit the rst said switch to be moved from its operated position upon the entry of a vehicle into the said one block to deenergize said circuit including the'said proceed Y signal lamp and to energize the circuit including the said stop signal, and means responsive to the entry ci a Vehicle into the block in advance of the first said block for temporarily energizing the said second electro-magnet to restore the first said switch to its normal condition and deenergize the circuit including the said stop signal, and means effective only when the stop signal is displayed for the said block in advance of the iirst block, to de-energize the said third electro-magnet and withhold operation of the said proceed signal.

25. In a signaling system, comprising similar signaling apparatus at each of a plurality of separate stations,v said apparatus at one station comprising a-vehicle controlled circuit, an electromagnetcontrolled by the said circuit, a switch controlled. by the said electro-magnet, a second electro-magnet and a second switch controlled thereby, means associated with the rst said switch for controlling the said second switch, a signal, a third electro-magnet and a third switch controlled thereby, said third switch in normal condition co-opcrating with said second switch to display said signal, said second switch operable in response to control of the rst switch by the first electro-magnet upon the entry of a car or train into said block or section to discontinue co-operation between said second and third switches to discontinue display of said signal, a second signal brought to display in response to said operation of said'second switch, a third signal, and means responsive to entry of a car or train into a block or section in advance of first named block or section, controlling said second electro-magnet to restore said second switch to its previous condition, and changing said third switch from its normal condition, and means responsive to the restoration of said second switch to its previous condition and alteration from normal condition of said third switch causing display of said third signal.

26. In a signaling system, comprising similar signaling apparatus at each of a plurality of separate stations, said apparatus at one station comprising a vehicle controlled circuit, an electromagnet controlled by the said circuit, a switch controlled by the said electro-magnet, a second electro-magnet and a plurality of switches controlled thereby, means associated with the first said switch for controlling the said plurality of switches, a third electro-magnet controlled by one of said plurality of switches at another station, and meansv at said one station for displaying one or another of said signals controlled by said second 'and third electro-magnets, and means for controlling the said second electromagnet including the switches of the said iirst and second electro-magnets at the said another station, said first electro-magnet being controlled only by the transient movement of a car or vehicle at the same station.

27. The combination with a vehicle controlled circuit, operating means controlled thereby, of signaling apparatus at a station comprising a mechanically locked switch controlled by the said operating means, means co-operating with the said mechanically locked switch for giving a plurality of signal indications, an electro-magnet forV controlling the second mentioned means, the said mechanically locked switch controlled by the said operating means to change the signal indication, and a mechanically locked switch at another station responsive to a vehicle for controlling the said electro-magnet and the first said mechanically locked switch to give another signal indication. t

28. The combination with a vehicle controlled circuit, operating means controlled thereby, of signaling apparatus at a station comprising a mechanically locked switch controlled by the said operatng means, a normally de-energized electromagnet for actuating the said mechanically locked switch to a normal condition, the said mechanically locked switch controlled by the said operating means to give a signal indication, and a mechanically locked switch at another station actuated in response to an operation of its associate vehicle controlled circuit, to temporarily energize the said normally de-energized electromagnet to restore the first said mechanical locked switch at the said one station to a normal condition to discontinue the said signal.

29. The combination with a vehicle controlled circuit, operating means controlled thereby, of signaling apparatus at one station comprising a mechanically locked switch controlled by the said operating means, means co-operating with the said mechanically locked switch for giving a plurality of signal indications, a normally degenergized electro-magnet for actuating the said mechanically locked switch to a normal condition, a normally energized electro-magnet for controlling the said means, the said means normally co-operating with the normal condition of the said mechanical locked switch to give one of said signal indications, the said mechanically locked switch controlled by the said operating means to give a diierent indication, and a mechanically locked switch at another station actuated in response to an operation of its associate vehicle controlled circuit to temporarily energize the said normally cle-energized electro-magnet to restore the mechanical locked switch at said one station to normal, and to de-energize the said normally energized electro-magnet.

30. The combination With a Vehicle controlled circuit, operating means controlled thereby, of signaling apparatus at one station comprising a mechanically locked switch controlled by the said operating means, means co-operating with the said mechanically locked switch for giving a plurality of signal indications, a normally de-energized electro-magnet for actuating the said mechanically locked switch to a normalv condition, a normally energized electro-magnet for controlling the said means, the said means normally cooperating with the normal condition of the saidmechanical locked switch to give one of said signal indications, the said mechanically locked switch 1 controlled by the said operating means to give a different indication, and a mechanically locked switch at another station actuated in response to an operation of its associate vehicle controlled circuit to temporarily energize the said normally de-energized electro-magnet to restore the mechanical locked switch at the said one station to normal, and means responsive to the altered'condition ofthe mechanically locked switch at said another station to de-energize the said normally energized electro-magnet, and means at said one station responsive to the normal condition of its mechanical locked switch and altered condition of the said normally energized electro-magnet to give another signal indication.

31. The combination with a vehicle controlled circuit, operating means controlled thereby, of signaling apparatus at a station comprising means for giving a plurality of` signal indications, a mechanically locked switch controlled by the said operating means, an electro-magnet for ac-k y tuating the said mechanically locked switch to a. normal condition, a second switch normally cooperating with the mechanically locked switch to affect the said means to give one signal indication, the said mechanical locked switch responsive to an operation of the Vehicle controlled circuit to affect the said means to give a different indication, a switch at another station, and means responsive to an operation thereof to alter the condition of the said Asecond switch, the said means responsive to the normal condition of said mechanically locked switch and said altered condition of the second switch to give another silgnal indication.

FRANK H. RICHJI'ERKESSING.` 

